Development of specific CO2 emissions from the road passenger and freight transport sectors in Europehttp://www.eea.europa.eu/data-and-maps/daviz/development-of-specific-co2-emissions-2
No publisherco2 emissionsroad transportterm 027Data VisualizationElectric vehicles: moving towards a sustainable mobility systemhttp://www.eea.europa.eu/articles/electric-vehicles-moving-towards-a
Modern society depends on the movement of goods and people, but our current transport systems have negative impacts on human health and the environment. We spoke to Magdalena Jóźwicka, project manager of an upcoming report on electric vehicles, about the environmental advantages and challenges of using electricity as an alternative to conventional fuels for vehicles.What types of electric vehicles are used around Europe nowadays?

There are a number of different types these days. When we talk about passenger vehicles we can distinguish between pure battery electric vehicles – powered by an electric motor only – as well as different types of plug-in hybrid cars that have both an electric motor and an internal combustion engine.

Other types of vehicles can also run on electricity. On the road we see more and more electric bicycles, vans and buses being used. As for other modes of transport we also have railway engines, water-borne ferries, ships and small boats.

How common are electric vehicles across Europe?

Each year we see more and more electric passenger cars being sold, both pure battery vehicles and plug-in hybrids. Last year, around 150 000 new electric vehicles were sold in the EU. Although sales are increasing rapidly in percentage terms, they still constitute a small fraction of overall sales, just 1.2 % in 2015. And we estimate that only around 0.15 % of vehicles on the road are electric. Or put in another way, just one out of every 700 passenger cars. One important country to mention is Norway, which leads the way in terms of electric car sales. Last year, around 34 000 new electric vehicles were sold there – corresponding to one in five of all new cars.

What is the European policy on electric vehicles?

The EU is committed to decarbonising its transport system and supporting alternatives to conventional combustion engine technologies and fuels. Electric vehicles are just one element. Some policies encourage the development of renewable fuels and electricity; while others aim at the infrastructure needed for electric vehicles such as recharging points across Europe. Specific pieces of legislation set targets for how much carbon dioxide (CO2) new vehicles can emit per kilometre. These have helped incentivise manufacture of low emitting vehicles including electric cars.

Why is it important to incorporate electric vehicles in the car fleet?

Use of fossil fuels in transport harms the local air quality and our climate. This happens through exhaust emissions of CO2 and harmful air pollutants such as nitrogen oxides and particulate matter. Road traffic is also by far the main source of noise across Europe. Clearly, incorporating electric vehicles in the fleet can significantly reduce overall greenhouse gas (GHG) emissions and air pollution, particularly if the electricity used comes from renewable sources. But even when electricity is generated from fossil fuels, the urban environment can still benefit from a switch to electric vehicles when considering reduced local air pollution and noise levels.

Why are electric vehicles more widespread in some countries than others?

Almost all countries are doing something to promote electric vehicles, but relatively few countries have successfully achieved large increases in sales. For example, ninety percent of new electric vehicles were sold in just six EU Member States in 2015 – that is Denmark, France, Germany, Sweden, the Netherlands and the United Kingdom. Norway, mentioned earlier, is a frontrunner in this field and a good example of a country that uses a complete package of incentives. One of the most effective measures seems to be purchase subsidies that make the price of electric vehicles similar to conventional cars. Other incentives include reduced cost of ownership such as annual tax reduction or free charging, free parking or use of bus lanes for electric cars.

What challenges lie ahead?

The technology still needs to improve in several ways for consumers to embrace electromobility more broadly. For example, the driving range needs to be longer and the charging speed quicker. Currently, it takes 20-30 minutes to charge a vehicle for a 100 km drive at the fastest charging stations. We also need a better infrastructure making public charging points as common as conventional fuelling stations and expand renewable energy generation capacity to fully take advantage of the benefits of electromobility. Electric vehicles are also more expensive than conventional vehicles.

It is also important to note that simply replacing conventional vehicles with electric ones won’t solve many of the problems we associate with transport. While it can help reduce GHG emissions, air pollution and noise, electric vehicles won’t solve other problems such as congestion or demand for new road infrastructure and parking spaces. To make transport truly sustainable, we as a society need to rethink our whole mobility system looking at innovative ways of reducing our reliance on vehicles. This can include changes such as using car sharing schemes, developing better public transport infrastructure and increasing the use of low- or zero-emission transport modes.

What does the EEA do on electric vehicles?

Looking ahead, we will publish two publications on electric vehicles this autumn: a guide summarising the current state of knowledge on electric vehicles in Europe, and a short forward-looking briefing on some of the potential impacts on the energy system and the environment associated with a hypothetical large-scale uptake of electric vehicles by 2050.

Magdalena Jóźwicka

]]>No publishernoisemobilityclimate changeurban air qualityroad transportincentiveselectric vehiclesfossil fuelselectric carstransport infrastructurepassenger carstransport modestransport noisecarbon dioxideair pollutiontransitionszero-emission2016/09/15 11:30:00 GMT+1ArticleTransport in Europe: key facts and trendshttp://www.eea.europa.eu/signals/signals-2016/articles/transport-in-europe-key-facts-trends
Despite temporary slowdowns, the demand for transport of both passengers and goods has been growing steadily and is projected to continue. As such, more and more cars are sold in Europe, the majority of which are diesel powered. And while engines are becoming more efficient, this growth means GHG emissions are a major concern.Europe is connected through a network of roads, railway lines, inland waterways, inland and maritime ports, airports and rail-road terminals. Not counting secondary roads and railway lines, the trans-European transport network (TEN-T) alone consists of more than 138 000 km of railway lines, 136 700 km of roads and 23 506 km of inland waterways. Around 879 million passengers travelled by air in the European Union in 2014, of whom 73 million used London’s Heathrow Airport alone. Finally, close to 3.8 billion tonnes of goods were handled in EU ports, 10 % of which was handled by Rotterdam.

More freight and more passengers

The volume of freight has increased considerably since the 1990s, despite a relative decrease following the economic recession in 2008. This increase has been largely accommodated by road transport, which accounted for 49 % of EU freight transported in 2013, and to a lesser extent, sea and rail transport. However, road transport emits considerably more carbon dioxide (CO2) per kilometre than other modes, such as rail and inland waterways.

Similarly, the demand for passenger transport (measured in passenger kilometres) also grew by more than 8 % between 2000 and 2013 in the EU, with flying experiencing the most rapid growth. Finally, EU citizens travelled approximately 12 850 km per person in 2013 — more than 70 % by car — representing a 5 % increase from 2000.

More cars on the road

This growth means that road transport now accounts for almost three quarters of the energy used in transport in the EU. Sales of new passenger cars in the EU increased by 9 % in 2015 compared to the previous year, with a total of 13.7 million new cars registered.

Recent data point to a growth in diesel consumption in road transport, up from 52 % of total road fuel consumption in 2000 to 70 % in 2014. Similarly, just over half of the vehicles sold in Europe are diesel, corresponding to 52 % of sales in 2015. The share of diesel vehicle sales varies from country to country, ranging from 71 % in Ireland and Luxembourg to 29 % in the Netherlands and 28 % in Denmark. Larger vehicles are more likely to use diesel, and over last four decades, the average mass of passenger cars has increased mainly due to consumer preferences and improved safety standards. Heavier cars tend to use more fuel and emit more greenhouse gases and pollutants.

Different types of electric vehicles are now available on the European market. Some rely entirely on an electric battery to power the vehicle, while others use a combination of electricity and petrol/diesel-hybrids.

More and more hybrid and battery-electric vehicles are being sold in the EU. Although they still represent just 1.3 % of all new cars sold, in some countries, electric cars are becoming a more common sight. According to provisional data, in the Netherlands 12 % and in Denmark 8 % of the new cars sold in 2015 were electric or plug-in hybrid. In terms of purely electric cars, the largest number of registrations was recorded in France (more than 17 650 vehicles), Germany (more than 12 350 vehicles) and the UK (more than 9 900 vehicles). Electric two wheelers have also become more common, especially for journeys within urban areas.

Financial incentives, such as subsidies or preferential tax treatments (e.g. free parking in city centre, possibility to drive on bus lanes, free tolls, lower fuel or registration taxes), play a major role in the consumer’s choice of the type of car purchased.

Transport and greenhouse gas emissions

Motorised vehicles need the energy generated from fuel (e.g. petrol, diesel, electricity, natural gas, biofuels) to move. But the high temperature combustion of fossil fuels in engines releases air pollutants and CO2 into the atmosphere.

Transport demand is closely linked to economic activity: in periods of growth, economic output goes up, more goods are transported and more people travel. The economic recession of 2008 resulted in lower transport demand and, consequently, in reduced greenhouse gas emissions (GHG) from the sector in the following years following. Despite this slow down period, the EU’s overall transport emissions in 2014 were 20 % higher[1] than their 1990 levels.

In 2014, about a quarter of the EU’s total GHG emissions came from transport.[2] According to preliminary data, passenger cars contributed to 44 % of transport sector emissions, and heavy-duty vehicles and buses a further 18 %.

Emissions from different transport modes varied substantially over time. International aviation emissions almost doubled and road transport increased by 17 % in this period, whereas emissions from rail transport and inland navigation declined by more than 50 % and almost 37 % respectively.

Reduction targets

The EU has set itself several targets to reduce GHG emissions from transport. In its White Paper published in 2011, the European Commission set a target of a 60 % reduction from 1990 levels by 2050. This means that current levels need to be reduced by two thirds.

Transport also needs to contribute to the EU’s overall targets for GHG emissions reductions by 2020 and 2030. Part of the 2030 target will be achieved through the EU Emissions Trading Scheme (EU ETS). Although it includes emissions from aviation, other transport emissions are excluded. This means that with the exception of intra-EU aviation, the remaining transport modes will need to contribute to the 30 % reduction effort for the sectors excluded[3] from the EU ETS.

To achieve GHG emissions reductions in these non-ETS sectors, the overall EU effort is shared among Member States. Each country then decides how to achieve its national target. This is known as the Effort Sharing Decision and it will contribute to a ‘30% reduction by 2030’. Currently, around one third of the GHG emissions from non-ETS sectors come from the transport sector.

The EU’s transport sector depends on oil for 94 % of its fuel, 90 % of which is imported. This makes it particularly vulnerable to instability and changes in the global energy market. A disruption in the energy supply could severely undermine the economy and hamper the quality of life in the EU. To this end, the EU aims to reduce its oil consumption in transport (including maritime bunkers) by 70 % by 2050 compared to 2008 levels.

All these targets require reliable and effective monitoring and measuring systems to measure progress. The European Environment Agency helps evaluate progress through datasets, indicators and reports, including the annual transport and environment report TERM.

Carbon dioxide from cars and vans

To help reduce the EU’s overall GHG emissions, the EU has put in place increasingly stringent mandatory targets for average CO2 emissions for new passenger cars and vans. By 2015, new cars registered in the EU had to achieve the average emissions target of 130 grams of CO2 per kilometre (g CO2/km). This target was achieved two years ahead of the deadline. According to the latest EEA data, new cars registered in 2015 emitted on average 119.6 g CO2/km. The next target is set at 95 g CO2/km by 2021.

Similar targets are set for light commercial vehicles (vans). New vans registered in the EU must meet the average emissions targets of 175 g CO2/km by 2017, and 147 g CO2/km by 2020. The 2017 target was achieved four years ahead of schedule. In 2015, average emissions for new vans amounted to 168.2 g CO2/km.

Official test results show that vehicles are becoming more energy-efficient and are polluting less. However, there are concerns regarding the way emissions are measured. The targets set in EU legislation are based on a standardised procedure, which is necessary to compare between different models over time. The testing procedure currently used in the EU — the New European Driving Cycle — was introduced in 1970 and last updated in 1997. It no longer reflects real-world driving conditions in Europe. European traffic has changed considerably since then. Cars have become heavier and faster; roads more congested. The current procedure also allows manufacturers many flexibilities in testing parameters, such as vehicle mass, tyre pressure and adjustments to brakes. As a result of all these factors combined, cars and vans tend to emit significantly higher amounts of carbon dioxide on the road than in a laboratory under the current testing procedure. According to research by the International Council on Clean Transportation (ICCT), real-world emissions of CO2 are up to 40 % higher than emissions measured in the testing laboratory.

Recognising such shortcomings, in January 2016, the European Commission proposed a number of changes to the current vehicle type-approval framework. These are designed to strengthen the independence of vehicle testing, and improve the enforcement and market surveillance regimes. A new emissions testing procedure known as the ‘Worldwide harmonized Light vehicles Test Procedure’ (WLTP) will also be introduced in the future so that laboratory results can better represent actual vehicle performance on the road. However, the date of its introduction remains to be decided. This should help ensure more accurate reporting of emissions and fuel data, which will also provide better guidance to consumers and help them make informed decisions.

Air pollutants

In 2013, the EU transport sector contributed 13 % and 15 % of the total PM10 and PM2.5 primary emissions, respectively. While exhaust emissions from vehicles have fallen since 1990, reflecting advances in vehicle technologies such as particulate filters, in contrast, non-exhaust emissions of particulate matter from brake and tyre wear have increased. Today, these non-exhaust sources make up a large fraction of total vehicle particulate matter emissions — around half of PM10 and a third of PM2.5 emissions. In addition, emissions from international shipping within European seas contribute an additional 15 % of the total PM2.5 emissions in the EU. This is notably a problem in major port cities.

Nitrogen dioxide (NO2) and fine particulate matter (PM2.5) are the two main air pollutants from road transport. To limit exhaust emissions from passenger vehicles, the EU has introduced ‘Euro standards’ for various air pollutants, including NOx and PM. Euro standards set different limits for petrol and diesel vehicles per pollutant and have become increasingly stringent over time. For example, a diesel car tested according to the latest ‘Euro 6’ technology is allowed to emit just 3 % of the particulate matter that a diesel car tested under the Euro 1 technology could emit 20 years earlier.

Such standards have been instrumental in reducing air pollution from transport. Emissions of nitrogen oxides (NOx)[4] from petrol cars have decreased significantly since 2000, although those from diesel cars have not decreased to the same extent.

Without effective after-treatment, diesel engines, in particular, are high emitters of nitrogen dioxide (NO2). NO2 is a significant problem at ground level in urban areas, with the transport sector the largest contributor to emissions, accounting for 46 % of total NOx emissions in the European Union in 2013. The number of diesel vehicles on the road has been increasing in recent years, impacting air quality. Without this ‘dieselisation’, air quality in Europe would have improved further.

Discrepancies exist between real-world and test measurements of NOx. ICCT studies estimated that real-world NOx emissions from diesel vehicles were on average seven times higher than the limits set by the Euro 6 standard. To help reduce this gap, the EU has recently agreed on a ‘Real Driving Emissions’ test procedure for NOx emissions from new cars starting in 2017. Public awareness of the high on-road emissions of NOx emissions has also greatly increased following the September 2015 revelations that Volkswagen used a so-called ‘defeat device’ in diesel cars to lower emissions during vehicle testing in the USA. The European Union and national authorities are currently carrying out investigations on the issue of vehicle emissions including the potential use of such cheat devices in Europe.

Clean energy for transport

Transport continues to rely heavily on fossil fuels, especially petrol and diesel. The impacts of transport on human health, the environment and climate change are closely linked to the choice of fuel. Clean alternative fuels, including electricity, are already available and can constitute viable options to petrol and diesel. Trip length plays a role in determining the suitability of the fuel type. For example, electricity might be more suited to passenger cars in urban settings or those travelling shorter-distances. The uptake of cleaner fuels also depends on the extent of the infrastructure and incentives offered to prospective owners (lower taxation, free tolls, etc.).

EU legislation[5] requires that each EU Member State meets 10 % of its transport energy consumption from renewable energy sources by 2020. The legislation identifies certain sustainability criteria and only those biofuels that comply with these criteria are considered ‘sustainable’ according to this legislation.

Moreover, the end product (electricity, biofuels, etc.) is not the only factor determining how environmentally sustainable a fuel is. The way the actual fuel is produced should also be taken into account. For example, electricity generated by wind power is certainly cleaner than electricity produced by coal. Transport’s demand for energy can be best addressed through a comprehensive analysis and vision for the entire energy system, taking into account the demand from all economic sectors and the supply potential from a mix of energy sources.

Footnotes

[1] Preliminary data for 2014, including international aviation and excluding international maritime GHG emissions.

[2] One-fifth excluding international aviation and shipping.

[3] Buildings, agriculture, small industry and waste

[4] Nitrogen oxides (NOx) is a generic term, referring to nitric oxide (NO) and nitrogen dioxides (NO2). NOx gases are formed whenever combustion occurs in the presence of nitrogen (in air and/or in the fuel), e.g. in an air-breathing engine. NOx can also be formed naturally, e.g. by lightning.

[5] Indicative target stipulated in the Renewable Energy Directive.

]]>No publishertransport emissionsroad transportpassenger transportsignals20162016/06/29 11:30:00 GMT+1ArticleEU greenhouse gas emissions at lowest level since 1990http://www.eea.europa.eu/highlights/eu-greenhouse-gas-emissions-at
European Union (EU) greenhouse gas emissions continued to decrease in 2014, with a 4.1% reduction in emissions to 24.4% below 1990 levels, according to the EU’s annual inventory published today by the European Environment Agency (EEA). The figures come from the EU annual greenhouse gas inventory submitted to the United Nations. In absolute terms, greenhouse gas emissions have decreased by 1383 million tonnes (Mt) in the EU since 1990, reaching 4282 Mt of CO2 equivalents in 2014.

Hans Bruyninckx, EEA Executive Director, said: "It is positive that Europe has been able to reduce greenhouse gas emissions substantially since 1990. It is an important step towards reaching our 2030 and 2050 climate targets. To accelerate the transition towards a low-carbon society, we need to further boost our investments in technology and innovation aimed at reducing our dependence on fossil fuels."

The reduction in greenhouse gas emissions over the 24-year period was due to a variety of factors, including the growing share in the use of renewables, the use of less carbon intensive fuels and improvements in energy efficiency, as well as to structural changes in the economy and the economic recession. Demand for energy to heat households has also been lower, as Europe on average has experienced milder winters since 1990, which has also helped reduce emissions according to an analysis linked to the inventory.

Other findings

The overall reduction of 24.4% in greenhouse gas (GHG) emissions, 23% including international aviation, was accompanied by a 47% increase in gross domestic product (GDP).

GHG emissions decreased in the majority of sectors between 1990 and 2014. Emission reductions were largest for manufacturing industries and construction (-372 Mt), electricity and heat production (-346 Mt), and residential combustion (-140 Mt).

Not all sectors were able to reduce emissions. Road transport, responsible for the largest increase in CO2 emissions, grew by 124 Mt from 1990-2014, and 7 Mt from 2013-14.

Emissions from international transport (aviation and shipping), which are not included in national totals reported to UNFCCC, also increased substantially between 1990 and 2014 (93 Mt).

Emissions of hydrofluorocarbons (HFCs), which is a group of GHG gases used in the production of cooling devices such as air conditioning systems and refrigerators, also increased (99 Mt).

EU GHG emissions were cut by 185 Mt between 2013 and 2014 (4.1%). The reduction in emissions was mainly due to lower heat demand by households due to the very warm winter in Europe. The increase in non-combustible renewables, particularly from wind and solar power also contributed to lower emissions in 2014.

About the report

The European Union greenhouse gas inventory is an annual report compiled by the EEA covering emissions of carbon dioxide, methane, nitrous oxide and fluorinated gases from 1990 to two years before the current year. It is the official submission of the EU to the United Nations Framework Convention on Climate Change (UNFCCC). It also constitutes the official submission of the EU plus Iceland under the second commitment period of the Kyoto Protocol. In autumn, the EEA will publish early estimates for the 2015 emissions in the EU, and also a trends and projections report, looking ahead to assess progress against emissions targets.

]]>No publishergreenhouse gas emissionscarbon dioxideroad transportshippingclimate change mitigationgreenhouse gas (ghg)renewable energygreenhouse gas inventoryhfcfossil fuelsaviationflourinated greenhouse gases2016/06/21 10:50:00 GMT+1NewsTen EU countries continue to breach National Emission Ceilings Directive limitshttp://www.eea.europa.eu/highlights/ten-countries-continue-to-breach
Air pollution from sources such as transport and agriculture is still being emitted above legal limits in 10 European Union (EU) Member States according to new data published by the European Environment Agency (EEA) today.Under the National Emission Ceilings Directive (NECD) (2001/81/EC), EU Member States have individual air pollutant emission limits, or 'ceilings', restricting emissions for four important air pollutants: nitrogen oxides (NOx), non-methane volatile organic compounds (NMVOCs), sulphur dioxide (SO2) and ammonia (NH3).

As of 2010, all Member States are required to meet their emission ceilings, but preliminary 2014 data and final data for 2010-13 in the EEA’s new briefing ‘NEC Directive reporting status 2015’ shows that a number of countries consistently breached their limits for NOx, NMVOCs and NH3 in all these years.

The main reasons for the exceedances are emissions from road transport (NOx) and agriculture (NH3). Nitrogen dioxide (NO2), the harmful component of NOx, directly harms health as high concentrations can cause inflammation of the airways leading to respiratory conditions and cardiovascular disease. In addition, NOx forms fine particulate matter and ozone in the atmosphere. Both pollutants have adverse effects on human health. NH3, which mainly stems from the use of fertilisers and the handling of animal manure, also forms particulate matter in the atmosphere. Moreover, both pollutants have impacts on ecosystems as they contain nitrogen.

Key findings

In 2014, 10 Member States reported emission data under the NECD that were above the ceiling for at least one pollutant.

Germany was the only Member State that exceeded three out of its four emission ceilings in 2014 (NOx, NMVOCs and NH3).

The SO2 ceilings emissions were not exceeded by any Member State during the period 2010-2014.

The EU-28 as a whole did not exceed its aggregated emission ceilings for any of the four air pollutants in 2014.

Table 1: Comparison of Member State emissions with respective NECD ceilings including footnote

Notes: ‘v' indicates that the emission ceiling has been attained; ‘x’indicates that the ceiling has not been attained.2010, 2011, 2012 and 2013: final data; 2014: provisional data.In some cases, the ceiling could have been attained on the basis of adjusted emission inventories as approved under the Gothenburg Protocol of the LRTAP Convention. In particular for 2013 and 2014, the number of exceedances above the 2010 NECD emission ceilings would become fewer.

Revision of the National Emission Ceilings Directive

A revised National Emission Ceilings Directive was proposed by the European Commission as part of its 2013 Clean Air Policy Programme. The proposal, which included new 2020 and 2030 reduction commitments for the four currently-covered pollutants, as well as new ceilings for two additional pollutants – fine particulate matter (PM2,5) and methane (CH4), is currently being negotiated by the European Parliament and Member States under the Dutch EU Presidency.

More information

]]>No publisherair pollutant emissionsair pollution sourcesnec directiveemissions from agricultureemission ceilingsroad transportnational emission ceilings directiveair emissionsagricultureammonianitrogen oxides2016/06/10 09:35:00 GMT+1NewsMonitoring of CO2 emissions from vans – Regulation 510/2011 http://www.eea.europa.eu/data-and-maps/data/vans-6
The Regulation (EC) No 510/2011 requires Member States to record information for each new van registered in its territory. Every year, each Member State shall submit to the Commission all the information related to their new registrations. In particular, the following details are required for each new van registered: manufacturer name, type approval number, type, variant, version, make and commercial name, specific emissions of CO2, mass of the vehicle, wheel base, track width, fuel type and fuel mode. Additional information, such as engine power and engine capacity were also submitted. No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Directorate-General for Climate Action (DG-CLIMA).co2 emissionsroad transport2016/05/17 14:00:00 GMT+1DataMonitoring of CO2 emissions from passenger cars – Regulation 443/2009http://www.eea.europa.eu/data-and-maps/data/co2-cars-emission-10
The Regulation (EC) No 443/2009 requires Member States to record information for each new passenger car registered in its territory. Every year, each Member State shall submit to the Commission all the information related to their new registrations. In particular, the following details are required for each new passenger car registered: manufacturer name, type approval number, type, variant, version, make and commercial name, specific emissions of CO2, mass of the vehicle, wheel base, track width, engine capacity, fuel type and fuel mode. Additional information, such as engine power, were also submitted.
Data for EU-28 are reported in the main database.
No publisherEEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: Directorate-General for Climate Action (DG-CLIMA).co2 emissionspassenger carsroad transportcars2016/04/14 10:55:00 GMT+1DataExplaining vehicle emissions – why do laboratory and road measurements differ?http://www.eea.europa.eu/highlights/explaining-vehicle-emissions
The road transport sector is a major contributor to Europe’s emissions of greenhouse gases and air pollution. For certain pollutants, vehicles can emit substantially higher emissions on the road than official emissions tested in laboratories. A report released today by the European Environment Agency (EEA) provides a non-technical guide that describes the reasons for these often significant discrepancies. Despite improvements in vehicle efficiencies over past decades, EEA reports show that the road transport sector is responsible for almost one fifth of Europe’s greenhouse gas emissions. It also contributes to high concentrations of air pollutants above EU standards in many of Europe’s cities.

‘Measuring exhaust emissions from vehicles is a complex issue, and it’s a topic that has been extensively discussed in the media over the past months,’ said EEA Executive Director Hans Bruyninckx. ‘This report explains in simple terms how vehicle emissions occur and how they are tested, and the reasons for the gap between tested and real-world driving emissions.’

Standardised measurements are made in laboratories to check that vehicles meet the official requirements for exhaust emissions. However, the official procedures currently used in Europe are not representative of real driving conditions. For certain pollutants, there is a significant difference between official emission measurements and vehicle performance on the road. Nitrogen oxides (NOx), a major air pollutant which harms health and the environment, can be more than seven times higher under real world driving conditions for new vehicles than in official tests. New vehicles similarly can emit up to 40 % more carbon dioxide (CO2) than official measurements would indicate.

The report outlines three main reasons for these discrepancies:

An outdated test procedure used in Europe that does not reflect real-world driving conditions;

The existing emissions test procedure permits a number of flexibilities which can be used to minimise measured emissions.

In the future two important initiatives are planned in the European Union to help ensure an improved consistency between the official vehicle emissions and real-world driving performance. This includes updating the outdated official test procedure to one that is more representative of real-world emissions, as well as the introduction of a procedure for measuring the real driving NOx emissions of vehicles on the road.

]]>No publishertransport emissionsroad transportair qualityair emissions2016/01/27 10:00:00 GMT+1NewsExplaining road transport emissions - A non-technical guidehttp://www.eea.europa.eu/publications/explaining-road-transport-emissions
Road transport is an important source of both greenhouse gases and air pollutants.
Despite improvements in vehicle efficiencies over past decades, today the sector is responsible for almost one fifth of Europe's greenhouse gas emissions. Emissions from vehicles also lead to high concentrations of air pollutants above EU standards in many of Europe's cities. This report provides a summary of the current knowledge on vehicle emissions in Europe. It also explains how emissions are monitored and the common technologies used to limit them.No publishertransport emissionsroad transportemissions from transportemissionsvehicles2016/01/27 10:00:00 GMT+1PublicationFlexibilities in the NEDC test approval procedurehttp://www.eea.europa.eu/media/infographics/flexibilities-in-the-nedc-test/view
Flexibilities exploited by manufacturers during the NEDC test cycle can be broadlygrouped into two categories: those relevant to the initial coast-down test and thoserelevant to the type approval test itself.No publishervehiclesroad transportemissions from transporteu emission standards for road vehicles2016/01/27 10:00:00 GMT+1InfographicAir pollution: from emissions to exposurehttp://www.eea.europa.eu/media/infographics/air-pollution-from-emissions-to-exposure/view
Poor air quality is a serious health and environmental problem. Certain harmful air pollutants are emitted directly from vehicles, such as ‘primary’ particulate matter (PM) and nitrogen oxides (NOX). Others, such as ozone and ‘secondary’ PM, form in the atmosphere after emissions of precursor pollutants, including NOX and volatile organic compounds. Different sources of pollution, including transport and non-transport sources, emit different types and ratios of pollutants.No publisherroad transportair qualityemissions2016/01/27 10:00:00 GMT+1InfographicCopert 4http://www.eea.europa.eu/data-and-maps/data/external/copert-4
The popular, straightforward and simple to use emissions calculator.
COPERT 4 is a software tool used world-wide to calculate air pollutant and greenhouse gas emissions from road transport. The development of COPERT is coordinated by the European Environment Agency (EEA) , in the framework of the activities of the European Topic Centre for Air Pollution and Climate Change Mitigation . The European Commission's Joint Research Centre manages the scientific development of the model. COPERT has been developed for official road transport emission inventory preparation in EEA member countries . However, it is applicable to all relevant research, scientific and academic applications. No publisher2016/01/15 16:15:11 GMT+1External Data ReferenceMind the Gap 2015: Closing the chasm between test and real-world car CO2 emissionshttp://www.eea.europa.eu/data-and-maps/data/external/mind-the-gap-2015-closing
Report of the European Federation for Transport and Environment: The system of testing cars to measure fuel economy and CO2 emissions is utterly discredited. This report analyses the gap between test results and real-world performance and finds that it has become a chasm, increasing from 8% in 2001 to 31% in 2012 and 40% in 2014. Without action this gap will grow to nearly 50% by 2020. No publisher2016/01/15 13:18:24 GMT+1External Data ReferenceEstimated share of pre Euro/conventional and Euro I-V heavy-duty vehicles, buses and coaches and conventional and Euro 1-3 mopeds and motorcycles vehicle-kmhttp://www.eea.europa.eu/data-and-maps/daviz/estimated-share-of-pre-euro-4
No publisheremissions standardsroad transportData VisualizationEstimated share of pre Euro/conventional and Euro I-V heavy-duty vehicles, buses and coaches and conventional and Euro 1-4 mopeds and motorcycleshttp://www.eea.europa.eu/data-and-maps/daviz/estimated-share-of-pre-euro-2
No publisheremissions standardsroad transportData Visualization